Environmental Impact Statement · N18 Oranmore to Gort Environmental Impact Statement Galway County Council Non Technical Summary Report _ _ GD417/rt58/A August 2006 6 2 SCHEME

GALWAY COUNTY COUNCIL

Environmental Impact Statement Volume 1

Non Technical Summary

McCarthy Hyder Tobin Consultants

August 2006

GD417/RT58/A

N18 Oranmore to Gort Environmental Impact Statement

Galway County Council Non Technical Summary Report

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Document Amendment Record

Client: Galway County Council Project: N18 Oranmore to Gort Title: Environmental Impact Statement – Non Technical Summary Report

Volume 1 of 3

PROJECT NUMBER:

GD00417

DOCUMENT REF:

N18 RT-58 EIS

A Final Issue A. Furey / T Patterson

T. Patterson J. Colleran 1/8/06

Revision Purpose / Description Originated Checked Authorised Date

McCarthy Hyder Tobin Consulting Engineers



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1 INTRODUCTION

This is the non technical summary of the information contained within the environmental impact

statement (EIS) for the proposed N18 Oranmore to Gort scheme. The proposed N18 Oranmore to

Gort scheme will form part of a new north/south national route in the West of Ireland. The route lies

entirely in County Galway and extends from the townland of Rathmorrissey, approximately 8 km

east of Oranmore, to the townland of Glenbrack, on the northern outskirts of Gort (See Figure 1.1).

This non technical summary is divided into the following three sections:

1. Introduction

2. Scheme description

3. Impacts of scheme & mitigation

The EIS has been prepared by McCarthy Hyder Tobin (MHT), on behalf of Galway County Council

(GCC).

The EIS discusses in detail the existing environment, the environmental impacts arising from the

proposed road development; and measures to mitigate adverse impact on each of the following

topics:

• Human Beings (Socio Econonics) • Agriculture • Ecology (Flora & Fauna) • Soils (Geology & Hydrogeology) • Water (Hydrology & Drainage) • Air: Noise & Vibration • Air Quality • Climatic Factors • Landscape • Archaeological Heritage • Architectural Heritage • Cultural Heritage • The Inter-Relationship Between the Above Factors

The assessment of impacts, the prediction of environmental effects and the

proposed mitigation measures are based on preliminary (or specimen) design of the

scheme as detailed in this Environmental Impact Statement (EIS). The preliminary

design and the environmental mitigation measures will be refined and developed

during the detailed design stage before construction (see Section 1.6 for details).

This may result in some changes to the preliminary design as published in this EIS.



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Generally, the detailed design will seek to develop the preliminary design in a

manner such that it has no material change on environmental impacts of the

scheme. Indeed, opportunities may be identified that may reduce the schemes

impact. Stringent contract requirements and close supervision will ensure that the

detailed design, including environmental mitigation measures will be of the required

quality and that through the construction process this design will be translated into

the final product.

1.1 REQUIREMENTS FOR AN EIS

The EIS has been prepared in accordance with the relevant National and European legislation

relating both to roads and the need for the assessment of the effects of certain public and private

projects on the environment. Relevant guidelines including the NRA Project Management

Guidelines and the Environmental Protection Agency (EPA) Guidelines on Current Practice (in the

preparation of environmental impact statements) have also been taken into consideration during the

preparation of this EIS.

1.2 PUBLIC CONSULATION

The EIS has been prepared following consultation with statutory and non-statutory bodies, as well

as local interest groups and the public. Consultation has been conducted throughout all stages of

the scheme, from the identification of environmental and engineering constraints to the selection of

the preferred route option and the development of a specimen design (or preliminary design) of the

proposed road.

1.3 NEED FOR UPGRADING

Improvement of the N18 between Galway and Gort to dual carriageway standard is recommended

in the National Development Plan (2000 – 2006) and the National Road Authority’s National Road

Needs Study (1998). The scheme forms part of the Tranpsort21 new north-south infrastructure

improvements known nationally as the “Atlantic Corridor”, which will stretch from Letterkenny/Lifford

to Waterford via Sligo, Galway, Limerick and Cork.

The N18 Oranmore to Gort improvement will connect to the following national road improvement

schemes:

�� To the north, the N17 between Tuam and Galway, and the N6 between Galway and East Ballinasloe; and,



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�� To the south the N18 between Gort and Crusheen.

1.3.1 BACKGROUND TO ROAD SAFETY- TRAFFIC ACCIDENTS

Accident data for the N18 was obtained and analysed for the five years 2000 - 2004 inclusive to

establish the safety record of the existing road. The analysis shows that the accidents were

distributed along the entire length of the N18 with clusters located in villages and close to junctions.

From a total of 70 accidents that were fatal, serious and minor injury from 2000 – 2004:

�� 2 were fatalities (3% of total);

�� 17 were serious (24% of total); and,

�� 51 were minor injury (73% of total).

1.3.2 ROAD NETWORK AND TRAFFIC FLOWS

In the design year 2030, the existing N18 north of Kilcolgan is expected to carry 21,400 vehicles per

day without the proposed road in place, this will reduce to 3,900 if the road is constructed. Similarly,

the traffic on the existing N18 from Kilcolgan to Ardrahan will reduce from 15,100 to less than 1500

vehicles per day, and the traffic on the existing N18 north of Gort will reduce from 21,700 to less

than 1500 vehicles per day. The only traffic that is expected to continue to use the existing N18 will

be traffic making local journeys. Forecast traffic flows, in average number of vehicles per day

(AADT), are summarised in Table 1.1.

Table 1.1 Traffic flow rates Annual Average Daily Traffic (AADT).

Average number of vehicles per day (AADT)

Location

2010 (opening year) – Existing Conditions

2010 (opening year) – New Road Constructed

2030 (Design year) – Existing Conditions

2030 (Design year) – New Road Constructed

Existing N18: Oranmore to Kilcolgan

15,700 3,300 21,400 3,900

Existing N18: Kilcolgan to Kiltiernan

11,100 <1500 15,100 <1500

Existing N18: Kiltiernan to Ardrahan

11,100 <1500 15,100 <1500

Existing N18: Ardrahan to Gort

15,900 <1500 21,700 <1500

Proposed N18: Rathmorrissey to Kiltiernan

- 19,600 - 26,800

Proposed N18: Kiltiernan to Gort

- 16,800 - 22,900



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1.4 PLANNING

The proposed N18 scheme is in accordance with the relevant national and local planning strategies.

This includes the National Development Plan; National Spatial Strategy; Department of Transport –

Statement of Strategy, 2003 – 2005; The National Sustainable Development Policy; Border,

Midland and Western Region (Development Strategy 2000 – 2006); and Galway County Council

County Development Plan.

1.5 PRE-EIS ENVIRONMENTAL STUDIES

Environmental and Engineering studies for the propsed N18 have been on-going since April 2000.

The Constraints Report (issued in June 2001) documented the main restrictions and limitations

within a broad study area between Oranmore and Gort.

Following completion of the Constraints Report, six route corridors were ultimately chosen so as to

avoid these main constraints. The Route Selection Report assessed these six route corridors in

detail (in terms of environmental and engineering considerations) and chose the Preferred Route.

The Preferred Route was modified to incorporate: a) comments following the September 2001

public consultation and b) improvements resulting from the ongoing assessment of local severance

and accommodation-work issues.

1.6 SPECIMEN DESIGN AND DETAIL DESIGN

The detail design for the N18 scheme will be completed during the next stage of the project. The

final design may vary from the proposals set out in the EIS. The design presented in the EIS is

therefore referred to as the Specimen Design. The Specimen Design forms the basis for the

statutory procedures for the scheme including identification of land requirements and production of

an EIS. Findings from environmental specialists reports will be incorporated, as will any

commitments agreed at a possible future oral hearing, and the specimen design will form the basis

for the Galway County Council’s requirements for the detail design and ultimately construction

stages of the project.

Generally, the detailed design will seek to develop the specimen design in a manner such that it has

no material change on environmental impacts of the scheme. Indeed, opportunities may be

identified that may reduce the schemes impact. Stringent contract requirements and close

supervision will ensure that the detailed design, including environmental mitigation measures will be

of the required quality and that through the construction process this design will be translated into

the final product.

Locations along the specimen design are referred to as Chainage points (Ch) and refer to the

measured distance in metres from the start of the scheme. For the N18 Oranmore to Gort scheme,



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the start of the scheme (Ch 0) is located at the proposed Rathmorrissey Interchange and the

chainage increases southwards down the scheme. For example – Ch 2500 refers to a point 2500

metres along the proposed road, south of the starting point at the proposed Rathmorrissey

Interchange.



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2 SCHEME DESCRIPTION

The N18 has been designed for the years 2010 to 2030. The proposed N18 road improvement

scheme is a 27.7 km long by 26 metre wide route which stretches from Rathmorrissey

(approximately 8 km east of Oranmore) to the townland of Glenbrack (on the northern outskirts of

Gort). The proposed N18 specimen design is for a standard dual carriageway with interchanges

proposed at: Rathmorrissey, Kiltiernan and Gort. Three road closures are proposed (with

alternative access provided). The N18 road project will require a total of approximately 240 hectares

of land. The scheme includes:

• Three interchanges (Rathmorrissey, Kiltiernan, Gort)

• Nineteen road bridges

• Two river bridges (over the Clarinbridge and Dunkellin Rivers)

• One railway bridge

• Four accommodation bridges

• Four accommodation underpasses

In order to construct the road, four residential properties will need to be acquired and demolished.

Road Type

The proposed route for the N18 Oranmore to Gort Road scheme is 27.7 km long standard dual

carriageway with a typical total width (verge to verge) of 26 metres. The speed limit for the

proposed road will be 100 kilometres per hour although the Design Speed will be 120 kilometres per

hour and the design standards will be those described in the DMRB (see Figure 2.1 below.)

Figure 2.1: Standard Dual carriageway design in accordance with NRA (NRA TD27/00 DMRB)

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2.1 JUNCTIONS

The interchange at Rathmorrissey provides (ultimately) for movement between the three proposed

N6, N17 & N18. Therefore the Rathmorrissey interchange will not include a direct link to the local

road network (i.e. the existing N6 and R348 etc). The nearest link between this proposed scheme

and the existing local road network, at this location, will be via the proposed N6 and its proposed

interchange at Athenry.

There are two further interchanges proposed (at Kiltiernan and Gort) where access can be obtained

between the proposed N18 road and the local road network.

There are no other proposed junctions on along this scheme, in order to maximise road safety,

capacity and free flow of traffic along the proposed road.

2.2 ROAD CLOSURES

The scheme crosses 16 no. public roads. To minimise community severance, road closures have

been kept to a minimum. In most cases, the existing road will be brought on a bridge over the

proposed dual carriageway. Two public road closures are proposed however alternative access will

be provided via diversions as follows:

�� The local tertiary road (L8572) at Lavally at Ch 6950. Alternative access can be gained via

the Local tertiary road (L8581) at Parknacappul at Ch 8000 and;

�� The local tertiary road (L-85311), the N18 to Glenbrack Road, at Ch 26,850 is proposed to be

closed. Traffic travelling to and from Glenbrack and Gort will be diverted onto the Gort

interchange.

2.3 DRAINAGE

The objectives of the road drainage system are the:

�� speedy removal of surface water from running carriageway areas

�� minimisation of the risks of pollution and flooding of receiving watercourses

�� removal of sub-surface water to protect pavements and associated earthworks.

Surface water runoff from the highway will discharge both into existing watercourses or to ground.



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Sustainable Drainage Systems (SuDS) will be used wherever possible to minimise the

environmental impact of the highway drainage system. SuDS mimic the processes that occur in

nature and help to both minimise pollution and attenuate stormwater runoff. The road will be

drained using “swales” (which are grassed lined channels designed to drain water from an area and

control the flow and quality of the surface water) which channel the surface runoff to attenuation

ponds which then discharge to surface water.

2.4 ALIGNMENT

The proposed development is for a 27.7km long road stretching between the townland of

Rathmorrissey in the north to Glenbrack, near Gort, in the south. There are three interchanges

proposed along the project road at the northern and southern ends at Rathmorrissey and Gort and

approximately half way along the proposed road at Kiltiernan. The proposed road comprises a

standard dual carriageway cross section and will have an overall width including earthworks of

approximately 40-50m. Four properties are to be acquired as part of this development: at Ch

10,700; Ch 14,400; Ch 15,900 Ch 23,350.

2.4.1 HORIZONTAL ALIGNMENT

The route starts, at the northern end, at the proposed N6/N17/N18 interchange location at

Rathmorrissey, approximately 4km west of Athenry. Following a south easterly alignment, it

crosses the regional road to Athenry (the R348) at Ch1800 and the Dublin to Galway railway line at

Ch 2,000. After Ch 2,000 the road gently changes to a southwestern direction and crosses the

existing Dublin-Galway road (the N6) at Ch 4,300. The road continues in a south westerly direction

before crosses the Clarinbridge river at Ch 6,500 before turning to follow a southerly alignment.

At Ch 7,000, the proposed road intersects the L8572 local road at Lavally resulting in the first of two

road closures along the proposed road. Approximately 1km further south, the proposed road

intersects the L8581 local road at Parknacappul. Here, the L8581 is accommodated on an

Overbridge over the proposed road, providing an alternative access for the closed L8572 at Lavally.

The route continues to follow southerly alignment passing 3-4km east of the villages of Clarinbridge

and Kilcolgan before crossing the Dunkellin River (at Ch 10,000), the L4501 at Rinn (at Ch 10,650),

the L4502 at Turloughtrassa (at Ch 12,100) and the L8565 at Caranavoodaun (at Ch 13,200); all

three of which are accommodated by overbridges.

The proposed road then continues in a south westerly direction before crossing the N18 (at Ch

14,400) approximately 4km south of Kilcolgan. Close to the crossing point of the existing N18, it is



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proposed to locate the second junction on the proposed road, a compact grade separated junction

at Kiltiernan.

South of the proposed Kiltiernan Interchange, the proposed road crosses the L45062 at Parkatleva

(at Ch 15,900) before turning to the east at Owenbristy to follow an alignment to the south–east.

The existing L45062 is accommodated on an Overbridge at Ch 16,100. The road crosses the R347

Ardrahan – Kinvara road (at Ch 17,500), approximately 6km west of Kinvara, before continuing to

the south east crossing the L45062 for a second time at Ch 18,250. Here the R347 is

accommodated on an Overbridge while the L45062 is diverted on a re-alignment to meet the R347

at a priority junction west of the proposed Overbridge.

At Ch 20,300, the proposed road crosses the L4520 at Ballymaquiff (accommodated by an

Overbridge) before turning to the south to follow an alignment parallel and approximately 30m to the

west of the Galway to Limerick railway line for a distance of 700m between Ch 21,400 to 22,100. At

Ch 21,800 the proposed road intersects the L85911 at Raheen Kilkelly, the side road being

accommodated on an Overbridge.

Now turning away from the railway line and heading in a south westerly direction, the proposed road

crosses the L4506 at Raheen Demesne at Ch 23,300 before heading south to follow an alignment

parallel to the eastern boundary of Coole Park.

The road is closest to Coole Park at Ch 24,320 where it is within 50m from the park boundary, but

them moves away from the park as it changes direction to the south-east. The road will be 250 m

from the entrance to Coole Park as it crosses Coole Avenue (L85316) which is accommodated by

an Overbridge at Ch 25,400. By Ch 26,800, the proposed road is over 1km east of the closest point

of Coole Park.

The second and final road closure is located at Glenbrack where the existing L85311 is severed

and closed at Ch 26850.

The road terminates at the proposed interchange location immediately north of Gort, at Ch 27,700.

2.4.2 VERTICAL ALIGNMENT

In order to ensure the natural conduits and aquifers within the karst system are impacted as

little as possible, there is a general requirement for the proposed road to be at grade or on

embankment with very little opportunity to place the road in cutting.



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The highest embankment on the entire length of the road is at Ch 0 where the route ties in with the

proposed new N6 at the N6/N18 interchange. Here, the mainline for the N18/N17 is on an

embankment up to 12.5m high where it “flies over” the intersection.

The embankment height quickly reduces as the roads heads south of the interchange until by Ch

900 where it is at grade or in shallow cutting from Ch 950 to Ch 1,400. From Ch 1,400 to Ch 2,500,

the road rises again on embankment to pass over the R348 and the Galway-Dublin railway.

South of the railway crossing, the road is either at grade / on low embankment up to Ch 6,500

where it crosses the Clarinbridge River. South of the river the road remains on low embankment up

to Ch 7,250 where the road enters the first significant cut (up to 5m depth) at Parknacappul.

The road emerges from the cutting at Ch. 8,100 and returns again to a low embankment between

Ch 8,100 – 8,650 where it again goes into a cut up to 5m deep at Roevehagh. At Ch 9,250 the road

emerges from the cut and remains on embankment as it crosses the Dunkellin River and flood plain

as far as Ch 10,350. The road passes into a shallow cutting between Ch 10,350 – 10,900 before

returning on embankment between Ch 10,900 – 11,300.

At Ch 11,300, the road enters the deepest cutting along its entire length of up to 10m depth.

Emerging at Ch 12,000 at Turloughtrassa, the road then remains roughly at grade, in shallow

cutting or low embankment for a distance of nearly 5km passing through the townlands of

Caranavoodaun, Kiltiernan East, Kiltiernan, Parkatleva.

At Ch 16,900, the road goes onto an embankment for 700m until Ch 17,600 then into a shallow

cutting until Ch 17,950 until once again returning to being at grade or on a low embankment or

shallow cutting through the townlands of Owenbristy, Cullenagh More East, Drumharsna South and

Ballyglass West until Ch 20,700 at Ballymaquiff. Here the road goes onto an embankment up to 8m

high as it passes over a local depression until Ch 21,200 where it returns to being at grade.

At Raheen Kilkelly, the road passes into a cutting for a distance of 0.7km until returning to a low

embankment over a local area prone to flooding at Raheen Demesne between Ch 22,500 and

22,900. South of Ch 22,900 the road enters a cutting along a ridge adjacent and to the east of

Coole Park for a distance of 3km before emerging at grade north of the proposed Gort Interchange.

On the approach to Gort Interchange, the road passes through several areas of low depressions

where the road is on embankment until Ch 27,700 where it ties in with the proposed N18 Gort to

Crusheen Scheme.



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3 IMPACTS OF SCHEME & MITIGATION

3.1 HUMAN BEINGS (SOCIO ECONOMICS)

Do Nothing scenario

With a Do Nothing scenario, it is envisaged that the community will continue to experience a lessening

of residential amenity with increasing traffic volumes. Employment potential in the study area and

environs will be threatened and the tourism and amenity potential will similarly be compromised.

Consequently the likely impact of a Do Nothing scenario will be significant and negative.

Construction phase impacts Construction phase impacts on residences will vary according to their proximity to the proposed N18

and associated works. Impacts resulting from associated works such as the construction of under and

over-bridges, interchanges and adjacent works will likely be greater than elsewhere along the route.

Impacts will range from slight to significant, according to the proximity of the dwelling house to the

development.

Additionally there will be an impact on those residences in close proximity to proposed upgrades of

existing National, Regional and County roads that will cross or be crossed by the proposed N18, as

well as those in proximity to proposed interchanges. The impact on these residences will generally be

slight to significant where the residences are less than 200m from the proposed development.

Overall, as the construction phase will be relatively short-term it is anticipated that in general there will

be a slight to moderate negative impact on dwelling houses less than 200m from the proposed road.

Operational Phase Impacts

The impact of the Operational Phase on Human Beings has been examined in terms of Access.

There will be significant positive impact on the residential amenity of the majority of the dwelling

houses within the Study Area located adjacent to the existing N18 as a result of traffic displacement

from this road to the proposed N18 once the development is operational. This will result mainly from

reduced traffic flows, consequent reduced noise levels and increased road safety along this road.

There will be slight and negative impacts during the operational phase, on a number of

residences within 200m of crossing points of existing roads on the proposed N18, as well as

proposed accommodation roads and the 3 no. interchanges.



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Overall it is envisaged that there will be a significant positive impact on the visitor numbers to

Coole Park as a result of better infrastructure to and within the West Region and the shorter journey

times from the Region to Shannon Airport which will attract more tourists to the Region in general.

Mitigation

Directional signs at the proposed Gort and Kiltiernan Interchanges shall include signage to ensure

that the correct route is taken by visitors and locals alike onto the existing N18 so that the tourist

attractions (Coole Park, Thoor-Ballylee and Kiltartan Museum) can then be accessed easily. It is

proposed that this signage should be supplemented by additional signage along the existing N18

close to the said attractions. It is considered that there should be more effective grouped signage

leading to all three attractions to attract more visitors to all three, rather than to any one tourist

attraction in isolation.

Effective signage on the Kiltiernan and Gort Interchanges is required to alert passing motorists to

the exit for the towns and villages of Gort, Laban, Ardrahan, Kilcolgan and Clarinbridge and their

associated services and facilities which can be accessed via the existing N18.

The erection of Site Hoardings is required at certain sensitive locations to minimise visual impact

and disturbance from construction work. The construction phase will be programmed and set within

specific working time. The flow of traffic will be maintained to avoid congestion along existing

routes in the construction of overbridges, underbridges, interchanges and upgrading of existing

national, regional and county roads.

3.2 AGRICULTURE

Philip Farrelly & Company carried out an agricultural impact assessment on the construction of the

N18 Oranmore to Gort route, during October to November 2003 and February to March 2006. The

proposed route will affect a total of 113 farms.

The preferred route is approximately 27.6km in length and the area to be removed from agricultural

production is approximately 225Ha. The topography is generally flat to undulating lowland with

mainly dry mineral soils, which have a limited use range. Grassland is the primary landuse in the

area through which the proposed route passes.

Of the 113 farms assessed, there are 3 farms on which the overall impact would be described as

severe. On 37 farms, the overall impact would be major. On 44 farms, the impact would be

described as moderate. The impact on 24 farms would be described as minor. On 5 farms, the

impact would be described as not significant. Dairy farms and other livestock farms where stock



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have to be moved on a daily basis will be most severely affected by developments that sever the

farm. Farms where equine stock are present are also of concern. Dry-stock enterprises (e.g. beef,

sheep) are less severely impacted than dairy farms. Tillage farms are less severely impacted than

dairy or beef farms. In all cases mitigation measures are possible, which will reduce the impact.

A total of 51 out of the 140 land parcels assessed will require access to severed areas. The extent

and complexity of such facilities varies with each farm depending on the nature of the impact and

the type of enterprise being carried out. There are also 53 land parcels on which affected access

points or gates will have to be replaced. The main impacts on agricultural activity during the

construction phase of the new road will be:

• Disturbance

• Temporary Diversions

• Restricted access to severed land portions

• Noise and Dust

In all cases mitigation measures are possible, which will reduce the impact of the above. Following

recommended mitigation works the residual impact of the proposed road resulted in 2 farms with a

severe impact, 5 farms with a major impact, 71 farms with a moderate impact, 24 farms with a minor

impact and 11 farms where there would not be a significant impact.

The impacts of this scheme upon agriculture, while significant to individual farmers, are not

significant on a county or national level.

3.3 ECOLOGY (FLORA & FAUNA)

Impacts

Impacts of the scheme on the surrounding ecological environment is presented as a) direct impacts

which are measured in terms of area of habitat lost and b) indirect impacts which are impacts on the

scheme such as alteration of groundwater flow, which may have a knock-on effect on habitats such

as turloughs or species such as barriers to mammal passage. There will be no direct impacts on

any designated conservation areas. There will be direct impacts on eleven ecological areas, of

which three are severe negative impacts and eight are major. The total area of semi-natural habitat

removed along the scheme is 29.4 hectares; of this 11.6ha are considered habitat of high ecological

value. In total, 13.2km of hedgerow will be removed, 3.6km of treeline and 6.5km of stone wall. One

area where a rare plant has been found will be affected. Impacts on fauna are more difficult to

quantify. There will be some impacts on birds, which are of minor to moderate significance.

Moderate to major impacts are predicted on bats through the loss of roost sites, feeding areas and



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flight paths. The road will have a potential barrier effect on other mammals such as otter, pine

marten and badgers, as well as fragmentation of their territories and loss of breeding sites.

Impacts on watercourses will be mainly temporary, during the construction of clear span bridges

over the two main rivers. These impacts will be minor provided mitigation is put in place to minimise

siltation and habitat loss. Impacts on groundwater are dealt with in the Hydrogeology Section

(chapter 7), based on this chapter there will be no significant impact on groundwater regimes that

could have indirect impacts on wetlands such as turloughs.

Construction impacts will include mainly siltation and other forms of pollution, which could

potentially impact on surface or groundwater, Habitat loss within the construction site compounds

will be temporary and of minor significance. The locations of these compounds have been subject to

an ecological assessment to ensure minimal impact on semi-natural habitats. The overall

construction impacts will be minor to moderate, provided mitigation is put in place.

Mitigation

Mitigation by avoidance,

During the EIS process, sections of the route were realigned to avoid sensitive areas, notably

Roevagh limestone pavement. Seasonal restrictions will avoid impacts on certain species of birds,

fish and all bats and badgers during the breeding season. Licenses will be required for the

exclusion of certain species.

Mitigation by reduction

A detailed method statement outlining measures to control siltation and pollution will be drawn up by

contractor in consultation with statutory bodies in advance of construction works. Habitat loss will be

reduced by delimiting the limit of site works. Where impacts on certain fauna are unavoidable, a

series of measures will be required to minimise the damage, such as exclusion procedures and the

installation of alternative bat roosts prior to any works. Of particular note is the construction of a

‘green bridge’ to provide an alternative commuting route for the lesser horseshoe bat from a

roosting site in Kiltartan Cave to feeding grounds in Coole Park.

Mitigation by remedy

There will be no compensation for the loss of some sensitive habitats such as turloughs and

limestone pavement as it is not possible to recreate these habitats. Some portions of land will be

acquired and used as compensatory habitat to accommodate specific plant species translocated

from other affected areas. Native species will be used. Where species-rich grassland is to be

removed, soils and sods will be salvaged and reinstated along road embankments if appropriate.



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Conclusion and Residual Impacts

The proposed N18 road will traverse an ecologically very sensitive area that includes habitats of

international importance, such as limestone pavement and turloughs. There will be no direct or

indirect impacts on designated conservation areas. The construction methodology will ensure there

is no significant alteration to the groundwater flow. There will be a residual impact due to the loss of

11.6ha of high value habitats within the CPO line, however acquisition of severed land parcels will

help to offset this impact.

3.4 SOILS (GEOLOGY & HYDROGEOLOGY)

Introduction

Chapter 7 of the EIS assesses the possible mechanisms and subsequent impacts of the proposed

road scheme on the geological and hydrogeological environment of the area. The proposed route

of the Gort and Oranmore N18 passes over limestone rocks that contain significant quantities of

water. This groundwater is important as it supports ecological sites and water supplies in the area.

Methodology

Due to the sensitive nature of the area, a series of investigations and surveys have been

undertaken to understand the importance of groundwater and to identify groundwater features that

may be affected by the road. This work has involved desk studies, reviews of published data, and a

series of extensive ground investigations.Potential impacts have been identified and the severity of

likely impacts assesed.

Description of the Existing Environment

The geology in the area generally consists of the following sequence of strata:

Variable thickness of Glacial Till exist at the surface, ranging from 0 to over 12m in thickness. The

Glacial Till is comprised of silty, sandy and gravelly clay and does not contain significant quantities

of groundwater.

The Glacial Till is underlain by variable thicknesses of heavily Weathered Limestone. This can vary

in thickness from less than 1m to over 20m and is capable of holding significant quantities of

groundwater.



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Beneath the Weathered Limestone are significant thicknesses (over 20m) of Competent Limestone.

The Competent Limestone is not capable of holding large quantities of groundwater except where

conduits exist.

The limestone in the area is characterised by karstic features. The features consist of variably

sized caves, conduits, springs and swallow holes. Groundwater typically moves very rapidly

through such features. Groundwater within karstic limestone is vulnerable to contamination from

surface activities due to the rapid flow rates. Karstification is more prevalent in certain parts of the

route. This is believed to be due to the nature of the different limestone formations.

Groundwater movement is through both relatively shallow, heavily Weathered Limestone and

deeper discrete conduits within the Competent Limestone. The Glacial Till does not contain

signficant quantities of water.

Description of Impacts

Indirect and Operational impacts have been assessed on the basis that they present the most

significant long term environmental risk. Where necessary, direct impacts have also been

considered. The assessment indicates that there will be no significant indirect impacts on

designated ecological sites. However, the water levels in one ‘Key’ ecological area may be

affected. Nine groundwater supplies have been identified as being at risk of reduced water level or

possible contamination. Where necessary these supplies will be monitored during construction and

operation and if necessary new supplies sourced. Direct impacts on ecological areas have been

assessed in Chapter 6.

Road runoff can contain contaminants derived from vehicles using the road or accidental spills.

These could adversely affect groundwater quality and groundwater supported features. Where

possible, run off from the road will be discharged to surface watercourses. However, due to the

karstic nature of the limestone, surface watercourses are scarce and seventeen attenuation ponds

along the route will be used to discharge water to ground. Such drainage systems will be designed

to reduce contamination levels prior to discharge to ground through the use of swales, attenuation

ponds and interceptors. The drainage will be appropriately designed to contain spillages so that

remediation can be undertaken before the contaminants enter the wider environment.

Conclusions and Residual Impacts

The route of the N18 passes over Major Aquifers that are extremely vulnerable to adverse impacts

on both the quality and quantity of water they contain. The groundwater in turn supports a number

of receptors including designated and non - designated ecological sites and groundwater supplies.



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The route of the road has been carefully selected to minimise as far as possible direct impacts on

any of the above receptors. In fact, no water supplies or designated ecological areas will be directly

affected by the proposals. However, there is a risk a number of receptors could be indirectly

affected.

In spite of mitigation measures the following residual impacts are possible: reduction of water level

within Key Ecological Area 4 and possible adverse effects on nine domestic groundwater supplies.

In addition, three areas of limestone pavement will be directly impacted by the road.

3.5 WATER (HYDROLOGY & DRAINAGE)

Road drainage discharges: Impacts and Mitigation

The impacts of 16 proposed drainage outfalls have been assessed with respect to their effect on the

receiving watercourses and groundwater. Attenuation will be provided for all of these outfalls to

mitigate against water level and flow increases. Therefore, no appreciable impacts on peak flood

levels within the Dunkellin or Clarinbridge Rivers are anticipated as a result of the proposed road

discharges.

In order to minimise pollution, runoff from the road would be drained to attenuation ponds before

discharging into receiving waterbodies. The primary function of these attenuation ponds is to detain

road runoff and to facilitate pollutant-removal through settling and biological uptake. If accidental

spillage were to occur on the road, isolation of the relevant attenuation pond could be effected by

manually shutting off the outfall. Operations Staff would empty the polluted drainage system by

tankering away and suitably disposing of its contents.

The ponds will also provide attenuation, thus minimising flooding. The use of oil/petrol interceptors

and swales will also help to minimise the effects of road runoff on water quality.

Surface Water Hydrology: Impacts and Mitigation

The Clarinbridge River crossing will have a single span crossing the river and proposed

accommodation roads on both sides of the river. The river itself is an artificially created drainage

channel that takes the form of a 4m – 5m deep ditch at the crossing point location. During the

summer months, the river channel is often completely dry. The Clarinbridge River crossing is not

expected to have any adverse impacts on the hydrology of the Clarinbridge River.

The Dunkellin River crossing is to have a central span which will cross the entire channel with

clearance for channel maintenance on each bank between the channel and the bridge piers. There



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will be a further side span on each side of the main span to facilitate the passage of flood flows.

The crossing is expected to cause an increase in upstream water levels of approximately 10mm at

the 100 year flow. This is expected to decrease to nothing within 500m upstream and will not affect

the Rahasane Turlough. This is considered to be a minimal impact.

3.6 AIR: NOISE & VIBRATION

Impacts

A variety of items of plant will be in use, such as excavators, lifting equipment, dumper trucks,

compressors and generators. It is also possible that rock breaking may be required on occasions

and there will be vehicular movements to and from the site that will make use of existing roads.

Due to the nature of the activities undertaken on a large construction site, there is potential for

temporary generation of significant levels of noise. This is particularly relevant in the case of the

proposed N18 Oranmore to Gort scheme since the significant volume of imported material required

to construct the road will itself temporarily generate high volumes of traffic during the construction

period. The flow of vehicular traffic to and from a construction site is also a potential source of

relatively high noise levels.

Due to the fact that the construction programme has been established in outline form only, it is not

possible to calculate the actual magnitude of noise emissions to the local environment. However,

the impact due to construction activities will be transient in nature.

Mitigation

The NRA guidance document specifies noise levels that it typically deems acceptable in terms of

construction noise. These limits are set out in Table 1.2. Note that these values are indicative only;

it may be appropriate to apply more stringent limits in areas where pre-existing noise levels are low.



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Table 1.2 Maximum Permissible Noise Levels at the Façade of Nearby Dwellings During

Construction

Days & Times LAeq (1hr) dB LAmax dB(A)

Monday to Friday 07:00 to 19:00hrs 70 80

Monday to Friday 19:00 to 22:00hrs 60 65

Saturday 08:00 to 16:30hrs 65 75

Sundays and Bank Holidays 08:00 to 16:30hrs 60 65

• The Contractor undertaking the construction of the works will take specific noise abatement

measures and comply with the recommendations of BS 5228: Part 1 and the European

Communities (Noise Emission by Equipment for Use Outdoors) Regulations, 2001.

Normal working times will be 07:00 to 19:00hrs Monday to Saturday. Works, other than the

pumping out of excavations, security and emergency works, will not be undertaken at night and on

Sundays without the written permission of the Contracting Authority. Night is defined as 19:00 to

07:00hrs.

The NRA Guidelines recommend that in order to ensure that there is no potential for vibration

damage during construction, vibration from construction activities be limited to the values set out in

Table 1.3.

Table 1.3 Allowable Vibration Levels During Construction Phase

Allowable vibration velocity (Peak Particle Velocity) at the closest part of any

sensitive property to the source of vibration, at a frequency of

Less than 10Hz 10 to 50Hz 50 to 100Hz

(and above)

8 mm/s 12.5 mm/s 20 mm/s

Mitigation measures are not required in respect of the operational phase.



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3.7 AIR QUALITY

Impacts and Mitigation

Dust arising from construction activities without mitigation measures in place was initially

determined to have a major impact on one local property within 50m of the proposed scheme.

However, the limited duration at any one location and with the implementation of suitable mitigation

measures, the impact of construction dust will be reduced to minor or negligible.

The air quality of the existing N18 and surrounding road network (2005) has been assessed, as well

as the Do Nothing and Do Something scenarios for the proposed scheme in the opening year

(2010).

Current local air quality along the existing N18 for the baseline year (2005) is predicted not to

exceed any of the Limit Values defined in the Air Quality Standard Regulations (AQSR) at 23

selected individual receptor locations. The Limit Value for PM10 in the base year is 40µg/m³; this

decreases in the opening year (2010) to 20µg/m³. As a result nearly all receptors in the opening

year (Do Nothing and Do Something) scenarios have PM10 levels that will exceed the Limit Values,

although overall PM10 concentrations will improve from the base year.

The local air quality assessment demonstrates that predicted concentrations for the Do Nothing and

Do Something for the opening year (2010) do not exceed their AQSR Limit Values for all pollutants

except PM10 at 23 individual receptor locations. The dominant source of PM10 concentrations

predicted for both the Do Nothing and Do Something scenarios in 2010 is from background

sources, rather than the road contributions.

For key traffic related pollutant, NO2, predicted concentrations are well below their annual average

AQSR Limit Values for the baseline, Do Nothing and Do Something scenarios. Comparative to the

base year, concentrations are predicted to decrease in the opening year for the Do Nothing and Do

Something scenarios.

Conclusions

The generalised air quality assessment indicates that there will be an overall improvement in air

quality following the development of the scheme. There will be 1,348 properties which experience

an improvement in air quality with the operation of the scheme, while a much lower number (113)

will experience a deterioration of air quality with the scheme. The generalised assessment for the

scheme therefore indicates an overall improvement in air quality.



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The regional air quality assessment indicates that the development of the scheme will result in an

increase in all emissions. The vast majority of the CO2 emissions arise from the N6 with

approximately 83% of the total increase compared to 16% from just the proposed N18. However,

the operation of the N18 allows for the substantial increase in traffic flows along the N6. No

mitigation is required, due to the larger scale consideration of climate change. Any mechanism for

reducing emissions will be as part of a national policy.

The nutrient nitrogen assessment indicates that the NOx concentration of 30µg/m³ for the protection

of vegetation will be achieved for the four SACs along the new N18. None of the critical load values

are predicted to be exceeded at any of the SACs.

3.8 CLIMATE


The prediction is that the proposed new road development will have no significant impact on the

climate of the surrounding area and therefore no mitigation will be required. Localised changes in

microclimate may occur where new raised embankments shelter the lee side of the road from

prevailing winds or where the removal of hedges may reduce existing localised shelter.

3.9 LANDSCAPE

Impacts

Overall, the development will have moderate, permanent, negative impact on the landscape

character due to the contrast of the proposed roadway with the existing rural landscape. The

construction of the roadway will involve the removal of trees, scrub and hedgerows along its length.

However, the effect on landscape vegetation will be positive overall as the amount of hedgerows,

trees, shrubs and woodlands planted will exceed or equal the amount removed. Specific planting of

native trees and shrubs will mitigate against the loss of native vegetation from the sensitive

landscapes. Other planting will create new landscape features, particularly at interchanges or the

entrance to the towns.

In terms of visual impacts, the affected views are those from existing houses across the rural

landscape which will be altered by the presence of the new road and bridge structures. Several

houses will be negatively affected by the proposed route, particularly those near the proposed Gort

Interchange where distant views of the Burren would be blocked or partially blocked. Dwellings

along the access road to Coole Park from the existing N18 would also be negatively affected as a

proposed overbridge would block views of the woods of Coole. One view from Drumharsna Castle

(in ruins) in Drumharsna South townland across existing rural landscape will be significantly



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affected. Two adjacent houses would be similarly impacted upon. It is proposed to plant large

areas of indigenous woodland scrub and screening woodland to augment the screening effect of the

existing hedgerows and woodland and specific proposals are included to minimise the visual impact

on the most heavily affected dwellings. However, most of the dwellings in the site of the proposed

route will receive no impact or slight negative impact. It should also be noted that the proposed

route will be generally further from existing dwellings on the existing N18, resulting in improved

visual amenity due to a reduced volume of traffic in proximity to dwellings.

Mitigation

The proposed landscape development works in the form of regrading, seeding, shrub and tree

planting will form the reinstatement of the site following the completion of the main construction

works. These works will be carried out by a landscape contractor and will be supervised by the

appointed landscape architect.

3.10 ARCHAEOLOGICAL HERITAGE


The assessment of the scheme impacts on elements of the archaeological heritage was conducted

in accordance with published national policies and guidances and evolving good practice. The

methods used included a) consultations with national bodies, local organisations, local heritage

professionals, landowners and other individuals; b) a review of relevant archives, publications and

early maps; c) a walkover inspection of the scheme corridor; and d) an archaeological geophysical

survey that sought buried evidence of ancient human activity using magnetic detecting equipment.

Arising from all of this some archaeological sites & monuments have been avoided by amendments

to the Preferred Route of the scheme. Some others, however, could not be avoided – because of

other constraints – and will be directly affected.

Further assessment of these affected sites & monuments is proposed if the scheme is approved by

An Bord Pleanála. This will be in the form of extensive test excavations. Full archaeological

excavation of affected sites will follow, with analysis and publication of the results, where the test

excavations show that this is required. These excavations will be the principal form of mitigation of

the archaeological impacts of the scheme and would be described as 'preservation by record' in

national heritage policy documents.

The known or suspected archaeological sites & monuments that are directly affected or lie in close

proximity to the scheme include several ringforts and other enclosures of probable early medieval

date (e.g. Derrydonnel More, Ballynastig, Kiltiernan East, Owenabristy, Drumharsna North,

Ballyglass West and Glenbrack), former castles or tower houses (Moyveela and Toberbrackan),



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and a group of burnt mounds (Caherweelder), as well as some 'unclassified earthworks' that were

probably parkland features (Coole Demesne). Most of the sites and monuments directly affected

are either no longer surviving above ground level or are poorly preserved, and in at least two cases

the alleged monuments appear to be non-antiquities, included in the public record of sites &

monuments on the basis of map evidence alone.

3.11 ARCHITECTURAL HERITAGE

Impacts

The proposed road will not result in a direct negative impact on the integrity of Coole Park

demesne. The demesne has already been severely fragmented on the eastern side and the

parkland character of this land has disappeared due to changes in both land use (from parkland to

farming and housing) and land cover (from designed parkland with dispersed trees to improved

grassland and domestic dwellings). The proposed development will have a slight negative impact

on the setting of Coole Park due to the minor increase in noise levels that are likely during both the

construction and operational stages of the proposed development. The proposed development will

result in the further isolation of the Gregory museum at the former Kiltartan Schoolhouse and former

gate lodges from the core of the estate.

Of the seventy-eight individual buildings or groups of buildings identified during the course of

fieldwork for this assessment (i.e. structures or features within 250 metres of the centre line of the

road), the scheme will affect only seven areas, structures or features. These are:

• Four features of local architectural significance (the roadway connecting the former gate

lodge to Coole Park (including flanking stone walls), the former entrance gates to Raheen

House, Old Kiltiernan School and the avenue leading to Lavally House), and

• Three ‘record-only’ features (two modern bungalows and a prefabricated house). (‘Record-

Only’ is a term used by the National Inventory of Architectural Heritage (NIAH) to refer to

structures or architectural features that are of little or no heritage value/interest save for

being recorded for archival purposes.)

Mitigation

Screening, in the form of additional tree cover, will be necessary between the demesne, particularly

the walled garden, and the proposed road development.

A new entranceway to Lavally will have to be created; this should seek to link into the traditional

axis of approach to the house.



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Where buildings or structures of local or record-only significance are affected by the scheme, an

adequate photographic and descriptive record should be made. In the case of the rusticated ashlar

gates it may be possible to record, remove and reconstruct them in a new location close to their

original position.

3.12 CULTURAL HERITAGE

The assessment of the schemes impacts on elements of the archaeological heritage was conducted

in accordance with published national policies and guidances and evolving good practice. The

methods used included a) consultations with national bodies, local organisations, local heritage

professionals, landowners and other individuals; b) a review of relevant archives, publications and

early maps; c) a walkover inspection of the scheme corridor; and d) an archaeological geophysical

survey that sought buried evidence of ancient human activity using magnetic detecting equipment.

Arising from all of this some archaeological sites & monuments have been avoided by amendments

to the Preferred Route of the scheme. Some others, however, could not be avoided – because of

other constraints – and will be directly affected.

Further assessment of these affected sites & monuments is proposed if the scheme is approved by

An Bord Pleanála. This will be in the form of extensive test excavations. Full archaeological

excavation of affected sites will follow, with analysis and publication of the results, where the test

excavations show that this is required. These excavations will be the principal form of mitigation of

the archaeological impacts of the scheme and would be described as 'preservation by record' in

national heritage policy documents.

The known or suspected archaeological sites & monuments that are directly affected or lie in very

close proximity to the scheme include several ringforts and other enclosures of probable early

medieval date (e.g. Derrydonnel More, Ballynastig, Kiltiernan East, Owenbristy, Drumharsna North,

Ballyglass West and Glenbrack), the site of a former castle or tower house (Toberbracken), and a

group of burnt mounds (Caherweelder), as well as some 'unclassified earthworks' that were

probably parkland features (Coole Demesne). Most of these are either no longer surviving above

ground level or are poorly preserved, and in at least two cases the alleged monuments appear to be

non-antiquities, included in the public record of sites & monuments on the basis of map evidence

alone.



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Mitigation

Noise reduction measures are required between Coole Park and the proposed road. Detailed

mitigation measures to ameliorate the likely increase in noise levels are dealt in Chapter 9, the

section on Noise in this EIS.

Improved signage will be required between the three sites of Coole Park, Kiltartan Gregory Museum

and Thoor Ballylee. The collective significance of these three important cultural sites is underplayed

at each of the sites. This is probably due to the fact that all three are independently managed.

Significant potential exists for marketing all three as linked attractions comprising an internationally

significant cluster within easy access of one another.



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3.13 THE INTER-RELATIONSHIP BETWEEN THE ABOVE FACTORS

The interaction of environmental factors are summarised in Table 1.4� below. The table below

highlights where different aspects of the environmental inter-relate with each other. The table

shows how causing one element of the environment to change can interact with, or have knock-on

effect on, other specialist areas. This has implications if the specimen design, of the project on

which this EIS is based, is altered during the Design Build process. The interactions, below, do not

take into account the mitigation measures detailed in the sections above.

Table 1.4 Matrix showing Interaction of Environmental Effects

EFFECT

CAUSE

Hum

an B

eing

s (

Soc

io-

Eco

nom

ics)

Agr

icul

ture

Flor

a/ F

auna

Soi

ls /

Geo

logy

Hyd

roge

olog

y

Wat

er: H

ydro

logy

Dra

inag

e to

riv

ers

and

grou

nd

Air

Qua

lity

Noi

se &

Vib

ratio

n

Land

scap

e

Clim

ate

Arc

haeo

logi

cal H

erita

ge

Arc

hite

ctur

al H

erita

ge

Cul

tura

l Her

itage

Horizontal alignment* � � � � � � � � � � � � � �

Vertical alignment* � � � � � � � � � � �

Human Beings � � � � � � � �

Agriculture � � �

Flora/Fauna � � � � � � �

Soils / Geology � � � � � �

Hydrogeology � � � � �

Water: Hydrology � � � � � �

Drainage � � � � � � �

Air quality � � � �

Noise & vibration � � �

Landscape � � � � �

Climate � � �

Archaeological Heritage � � � � �

Architectural Heritage � � � �

Cultural Heritage � � � �

�

�

�

Note:

* = including road closures and accommodation roads



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3.13.1 ENVIRONMENTAL INTERACTION WORKSHOPS

Two workshops were held between environmental specialists and the design team to discuss the

interactions of environmental effects:

The first workshop was held on 21st June 2005 which focussed on the initial findings of the

environmental specialists reports. The main significant impacts and mitigation measures

encountered were discussed by each of the specialists. This workshop allowed for the transfer of

knowledge between specialists and allowed for clarification of information between specialists and

road design engineers. All specialists agreed that where mitigation was being proposed that they

would interact with the relevant specialists to insure that this did not have a negative impact on

another areas of expertise.

The second workshop took place on 5th October 2005. This workshop focussed on how the

specialist mitigation measures being proposed by the specialists affected the specimen design and

how these measures could be incorporated into the design. Specific impacts were discussed and

specialists gave their views on how altering the design slightly could reduce impacts these impacts.

�

Documents

Environmental Impact Statement · N18 Oranmore to Gort Environmental Impact Statement Galway County Council Non Technical Summary Report _____ _____ GD417/rt58/A August 2006 6 2 SCHEME

Environmental Impact Statement · N18 Oranmore to Gort Environmental Impact Statement Galway County Council Non Technical Summary Report _ _ GD417/rt58/A August 2006 6 2 SCHEME